Electrical suspension-railway.



H. MLLER.

ELECTRICAL SUSPENSION RAILWAY.

APPLICATION FILED EEB. 7, 1906.

3,974,807. Patented out. '7, 1913.

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II. MLLER. ELECTRICAL SUSPENSION RAILWAY. A-I'PLIOATIONIILBD FEB. 7, 1906.

Patenteaon. 7, 1913. l

Wl TNESSES priori.

HERMANN MLLER, OF LEIPZIG-GOHLIS, GERMANY.

ELECTRICAL SUSPENSION- RAILWAY.

I Specification of Letters Patent.

Fatented Got. 7, 1918.

Application filed February 7, 1906. Serial No. 300,063.

To LN 207mm H/ muy concern,

Be it known that I, HERMANN MLLER, engineer, residing at LeipZig-Gohlis, Germany, subject of the German Emperor, have invented certain useful Improvements in Electrical Suspension-Railways, of which the following is a full and clear description.

The object of the present invention is to regulate the supply of current and the speed ot electrically driven cars for suspended railways. For this purpose I have divided the conductor line into sections or blocks. l further arrange two auxiliary lines which are likewise divided into blocks. These blocks are connected by circuit changers, whereby separate circuits are formed in the wire system of the different blocks. The circuit changers may be single pole or double pole changers.

The arrangement is shown in the drawing, in which:

Figure 1 is a side view of a suspended railway with two cars on different sections of the track. Fig. 2 is a sketch of the circuit changing for the arrangement shown in Fig. 1. Fig. 2a is a vertical section through one of the switches; Fig. 2b is a like .section taken at right angles to Fig. 2a; Fig. 2c is a detailed diagrammatic view; Fig. 3 is a plan showing the invention applied to a switch; and Fig. 4 is a like view showing the invention applied to a crossing.

A and B are the cars for the suspended railway, O O is the track for the cars, D D is the conductor line, E E is the main supply line. The conductor line receives its current from the main supply line E E. 1n Fig. 1 it is divided into sections 1 2, 3 4, 5 6, 7 8. The sections of the auxiliary lines are 9 10, 9 10, 11 12, 11 12. The single pole circuit changers F and G serve to form the circuits. Any car arriving on block 7 8, Fig. 2, receives current from the main supply line E E through circuit changer F at 5, the auxiliary line 9 10 and the circuit changer G at 7. The car arriving at 7, turns circuit changer G automatically from 10 to 10 in passing over to line 6 5. The connect-ion of 7 8 with the main supply line E B is hereby interrupted and block 7 8 is without current. The car is now at block 5 6 and receives its current by way of circuit changer F near 3, auxiliary line 11 and 12 and the circuit changer G at 5. The car is now supplied with current at the whole section and arriving at 5 it turns the circuit changer F automatically from 9 to 9 whereby the section 7 8 is again supplied with current by way of oir'- cuit changer F near 5, auxiliary line 9 10, circuit changer G at 7. In passing over from block 6 5 to 4 3 the car turns the circuit changer G at 4 from 12 to 12 and hereby disconnects the section 5 6. Block 5 6' is now without current. rlhe next car arriving at 7, block 7 8 would be stopped in passing over to 6 as long as there is a car on block 3 4. Only after the first car leaves block 3 4 and arrives at block 1 2 block 3 4 is cut oil7 from the current and block 5 6 is again supplied with current. The car A, Fig. 1, is shown in block 1 2 opposite a bin for the purpose of loading. r1he next car B arriving from section 5 6 at section 3 4 cannot run into car A as block 3 4 is without current and the car B must stop at 4. Only after car A passes over to the next block and turns the circuit changer F at 1 the block 3 4 is again supplied with current and car B can proceed. The switch changing mechanism is shown in detail in Figs. 2a and 2 and comprises a four armed. member a having its shaft a rotatably mounted in the switch casing F. The arms extend into such position as to be struck by a part of the passing car, for example, a part of the trolley head, whereby the member c is rotated through an arc of 900. The shaft a is connected by gearing CZ and c with a rotary switch member ZJ having contacts which coperate with the Contact springs or terminals In Fig. 3 the arrangement is shown for a main track O O with a switch H H. The current for the wire system is supplied by the dynamo Y. The carB running on section 16 15 turns the circuit closer G from 22 to 18 on arriving at 15. The section 19 20 is hereby cut oli from the current as it received its current by way of F, 21, 22, G, 15, 16. The section 19 20 is now without current as long as the car B is on section 13 14. The car A arriving on section 19 20 toward the switch is now stopped, as this section is without current. Only after the car B leaves section 13 14 and turns the circuit changer from 21 to 17 section 19 2O is again connected and car A can proceed. In passing the switch it turns the circuit changers F at 26 and Gr at 27. The section 13-14 is then connected with the current again. y Car B, which is stopped at section 13-14 while the car A passed the switch first7 is now allowed to follow. In case the cars A and B arrive at 20 and 15 both at the same time7 car A turns the circuit changer F and cuts ott1 the current from section 13-14 whereby car B must stop on this section while car A passes the switch first.

Fig. il represents a crossing and the circuit changing for the same. The car B on section 32-31 turns the circuit changer G 'from 233 to 34 on arriving at 3l. The section 3(3--37 on line N-N is hereby cut off from the current. Car A arriving from 38 is stopped at 37 until car B passes 39 and turns the circuit changer F from 39 to 35. If, on the other hand, the car A arrives on track J-J in the direction of 38-36 it turns the Circuit changer Gf at 37 to 40, whereby the section 31-32 is cut oil3 from the current until car A turns circuit changer F at 42 to 41 z'. e. until it has passed the crossing.

The switch shown in Figs. 22L and 2b does not form a part of my invention. The

switch is only shown to make the invention clear. I

lhat I claim is:

An electric suspension railway comprising a main supplywire, a trolley wire divided into sections, a pair ot auxiliary train supply wires dividedy into corresponding sections, a pair of switches mechanically operated by the running car7 arranged at each of the division points of the sections and controlling the connections with the auxiliary train supply wires, one switch of each pair nor- .ially-connecting the corresponding section of one auxiliary wire with the main supply wire and one switch of another pair normally connecting said section of auxiliary wire with the trolley section to the rear of said lsection of auxiliary wire whereby under normal conditions this section of trolley wire is energized.

In witness whereof I have signed this specification in the presence of two witnesses.

HERMANN MLLER.

Vitnessesv:

RUDOLPH VFRIGKE, KARL STUITZIG.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. C. 

